Shock absorber control mechanism



March 2, 1937. C. R. PATON saocx AsonBEn CONTROL MEGHANISM Filed July 26, 1954 2 Sheets-Sheet 2 Pater-ieee Mgr. 2, 1937,

PATENT OFFICE n l e v2,072,181' y snocx A-nsomsnn QQNTROL'MECHANISM oxyde; n. raton, Birmingham, Mich; assigner [to Packard Motor Car Conniany,l Detroit. Mich.,

a corporation of Michigan nppiicatidnfiuly a6, '1934,'s`cria1 Na 737,027 7 clams.r (c'.' iss- 88)` This invention relates to' motor'vehicles and more particularly to suspension mechanism for motor vehicles.

Itis customary toequip motor vehicleswith springsuspenfsion' means between the y wheel carriers andthe body'supporting frame andto provideshock absorbers 'which' are arranged ina relation to oier'resistance to vertical movement of the Wheel carriers 'and the frame relatively.

Ordinarily-ftheA shock absorbers'are of the fluid l type and valve means is provided to regulate the uid ow so vthat the resistance offered' to spring4 .movment"can-be varied; In orderthatthe ride may be comfortable fororccupants of vehicles, the spring suspension is relatively exible and the l r shock absorber valves are set so that theresistance ieredtherebyis relatively low.'

'LWith suchiorxn of suspension mechanism, ap- ,plicationvof the brakes tends to cause the front of the body supporting frame to Inove toward the wheel'l carriers. which is -con'imonly .known as diving. This diving'of the bodyis objectionable tornccupantsof `the vehicleand it is dangerous because of 'diilicultyehcountered in steering at such times as ,it'oc'cux-S.

An object of theI invention' is to provide a motor vehicle suspension -systemin Vwhich resistance to movement between the wheel carriers` and the OA,frame relatively "is vincreased 'during 30 vehicledeceleration.

i Another objectoitliis invention is to provide a,1 vvehicle suspension system including shock` ab sorbers in, which the resistance tojflow is auto-1 'matically regulated so that rhigh resistance is offeredt relativeverticaLmovernent betweenthe wheel carriers and the frame when' the'. vehicle brakes af'e applied.-

IStill another object of ltheunvention is to povvide hydraulicshockiabsorbers foi' motor vehicles `4011i which -the fluid flow'gis restricted by inertia. operated valve i,-nieans` effective onlyy during.

vehicle deceleration.

other object'srof tneinvention wuiappear from theffollovvingdescip'tiontaken vin connection with'thefdrawings, .which forn `afpartoi thisspecificat'ion, and in which:

Fig- 1 is a plan view, partly`in' section v'and Y.partly broken away,'of a motorfvehicl'e chassis having 'my irvention-v incorporated therewith; Fig. 2Lis a side elevational view ofthe forward end oi. the same with onejof the wheels; broken away in order to more clearlyvillustrateithe susf pension syfsternv' "f g Fig. 3 is-a Ifragmentaryplan view o i' thejforward end of a motor vehicle having amodified form` of my invention associated therewith;

' Fig. 4 is a plan view, partly broken away and wpartly in section, lookingatsthey bottom of a shock f absorber as assembled in Fig.v 1; .Y Fig. 5 is` a 'sectionai -view of a shock absorber taken on line 5^-5 of Fig. 4; A 1.2i

-Fig. 6 isanV end elevational view of afront shock'absorber, partially broken away. illustrat-` ing one of the Vcontrol valves;' 10

Figq? is a sectional view taken'onl line- 1--1 ofl vFig-4':

.:Fig. 8 isa setional view' taken on line'-B-of Fig. 6.

Referring now to the drawings 'by 'characters 15 of reference; side sillslil and cross brace members Il Vform va, relatively rigid motor vehicle main frame. Associated with ithe `fra`nie are front steeringroad wheels I2and rear tractionroad l Wheels I32 the last mentioned wheels having drive 20 mechanism within the axle housing I@ connected Y therewith in a conventionalnlanner.

.-` Between the frameand theroad.wheels is providedla Suspension system consisting generally of spring means and fluid shock absorbers. The 25 rear 'axle housing I is-'xed to a central portion,

of a pair of longitudinally extending leaf springs I5, such springs being connected to the side sills .'10 inrthe conventional manner.Y M i The steering wheel/sare shown. as independy50 en tly connected vwith `the main frame.` 'flia'chfy wheel supporting structure includes .an axle yoke` Iii to which a knuckle His pivotally connected fbi' a king ping-mythe .knuckle bemgprovided with the usual spindle on'which the-wheel is 35 nectors mand-20 are pivoted at one end to each yokeythe upper connectors Ito-which are in the' form of links, being rpivoted 'attheir inner end to the adjacentV side sillv of the frame.` The lower 40 connectors 29 are triangular-in` form, each having a leg 2| pivotdfatiits 'n'd tothefront cross 'frame Vmember and 'arearwardly extending leg 22 pivoted to the adjacent side sill of the frame.

A bracket 23 projects laterally fromV each side sill 45 v absorber 26 having an adjustable feature where- `byresistance to vertical movement) of the. frame 55 pistons is a cam head 36 forming one end 'oi' shaft 31 which projects through the wall of the casing. The shock absorber is xed to the main frameby means of bolts 38 which pass th'rough openings in brackets 39 projecting from the casing. An arm 40 is xed to the end of theshaft projecting from the casing and a-.link 4| connects the arm with the axle yoke I 6. RelativeI vertical movement of the frame vand front wheel supporting structures will transmit a similar` movement to links 4| which will rock the' shaft and turn the cam end thereof so that the will be reciprocated in the casing.

Communication is established between the ends of the chambers 3| and 32 through a series of passages and valve means located' in and car' ried by the shock absorber casing. A passage `42 leads from the chamber 32 and a passage 43 leads :from the chamber 3|. The passage 42v joins the passage 44 extending parallel with. the axis of the chambers while the passage 43 connects with anangular passage 45 extending substantially transversely to the axis of the.pis tons. A pair of chambers 46 and l4 1 are formed inthe endv of the casing adjacent the passage 43 and are connected therewith by the passage 48. These chambers are closed at their outer ends byscrew plugs.

49 and 58, vwhich are axially'adjustable in the end wall of the casing. 'I'he chamber 41 is connectedwith the valve chamber by means of a passage 52 and leading from the chamber46 to the valve chamber 5| is a passage 53. The passage 44 also connects with'the valve chamber 5| and the valve 54 in such chamberis formed' to control communication between the passage 44 and the passages 52 and 53 so that ow between the'chambers 3| and 32 will 'be' either established or cut oil. The valve 54-is rotatably mounted in the chamber 5| and an end 55 projects exteriorly of the casing for the purpose of connection with adjusting mechanism, a suitable bushing55' being employed to 'retain this valve axially in the casing. The valve is formed 4 fwith a circular recess 56 which is open to the passage 44 and it is also provided with an axially extending slot 51 of` sufficient length to establish communication between the passages 52 and 53, such :.slot intersecting the annular; groove. It is obvious that rotation'of 'the valve54 lwill establishrcommunication between the passage 44' and the passages Brand 53 or it will cut oir-such' communication. .Y f

In the chamber` 46 is ayalve member 58 having a head engaging i'le shoulder at the junction oi'.the passage andthe end of theehamber adjacent thereto, such valve being normally seated by a coil spring 59 which is held in compression through engagement with the valve headand a washer or retainer bearing against thelnner end of the plug 49. There is a similar valve 6| in the chamber I41and itis provided with ahead portion'which engages the shoulder at the junction of the passage 52 and thechamber 41.. This valve also has a head normally seated by aspringf62 pistons which bears againstl theA valve' k1sage. 64 which leads to a chamber 65 closed at its outer end by an axially adjustable screw plug 66. 'I'he passage 52 and ,their chamber 65 are connected by passage 61. In the chamber 65 is a valve 68 which seats against the shoulder formed by the junction between the chamber l 65 and the passage 64, such valve'being normally held closed by a spring 69 which engages the valve head and a retainer bearing against the inner end of the plug 66. 'I'he force exerted by this spring is similar to that exerted by the spring 62. opposite to that in which the valves 58 and 6| open.

' vWhen the valve 54 is adjusted so that the vslot 51 registers with the passages 524 and 53, then such passages will be in communication with the passage and fluid can pass from the chamber 3| to the chamber 32 through the passages 43 and 48, the chamber 41, the passage 64, the chamber` 65,.vpassa`ges 61, 52, 44 and 42. Likewise with the valve 54 regulated as just stated, fluid can move from the chamber 32 to the chamber 3| through passages 42, 44 and 52, the chamber 41, and passages 48 and 43 and it can also flow from the passage 44 through the passage This valve 68 opens in a direction 53, the chamber 46, and the passages 48 and 43.

Small rebound vertical movements of the wheel supporting structure andthe frame relatively will cause the piston 34 to move toward the left, as viewed in Fig'3, creating pressure against the uid in the shock absorber to'open thel valve 58 sothat small flow can pass thereby and, un-

der such circumstances, the 'spring 62 will not permit opening of the valve 6|. When such relative vertical movement obtains greater proportions, then the piston 34 will create sufficient pressure against the uid-in the shock'pbsorber 1 32 to open both valves 6| and 58.

When the piston 33 is moved toward the right, as viewed vment of the wheel supporting structure and the frame. By adjusting the screw plugs 49, and

66 axially, the springforce which `must be.over' comeby iluid pressure to open the Vassociated valves can-be adjusted.

'I'he valve 1| is interposed in the passage V53 and one end is formed with a pair of oppositely dis. "posed milled -grooves 12 in the periphery, such' grooves extending in anv axial' direction. The#l milled 'endofy the valve 1| is assembled short of the end ofthe chamber 1-3 so that uid can now around the end of the valvefrom onegroove to the other and thus connectl the 4two parts of 'the ber'by'bushing 1,4'and one end 15' thereof projects beyond the casing for the attachment'ofv control mechanism. By turning the" valve 1|, the size of the passage 53- communicating with the slots vpassage 53. This valve .is retained in its chamnormal when thevalve 541s turned so that the slot 51 does, not register with the passages 52 andl 53, p then there can be rio/flow vtherethrough from thechamberll tothe chamber ,32 or viceversa. n order to relieve the pressure .developed byv severe shocks occurring whenthis' :valvef54 is,

' closedto the passages 52 and'53, Iprovide another circuit connecting' with the, passage 44' through means of the circular groove 56 around Jthe valve 54. Communicating with the valve ychamber 5,|

' and the groove 56 is a passage 16 terminating in' normally seated by a coil spring 84. A valve 85l spring l86.l

n drma'lly engages the shoulder forming the junction between the passage `82 and the `chamber` 80.- such valve being normally seated by 'the coil l [It will be observed ,that the valvesf83 and 85 -close in opposite directions and hence fluid flowing from the chamber' 3| will move' from-the i-passage 45 into the chamber 11 through` the passage s2; the ehamberso, and 'thepassegesss and 16 where it .will move intov the passage around the groove 56 in the valve 54. The fluid 35 flowing from thechamber32 tothe chamber 3| will move through the passages 42 and 44, around 'the groove 56 in the valve 54 into the passage 16, past the' valve 83 into the chamber 11, .and

[through the passage 45.fromfwhich it will move into the chamber 3| through thepassage 43. The springs 84 and 86 exert a high pressure to vprevent opening of the associated valves vso that high pressure by the pistons A33 and 3K will be required in` t order-to open the valves 83 and 85 \to establish 45t.. communication between the chambers 3| and 32.

This circuit, as before explained, is in reality a re'- lief effective when the flow iscut off through the normal circuit due to shutting off communication fbetween the passage 44 and the Ipassages 52and53. t n c Mechanism is' associata with the valve 1| 4se that it can bepregulater'i rom the dash. On the end 15 of the valve extending from the'- cas-ing is fixed an arm 81 and plvoted-to such arm isa link extending rearwardly to arm 88 fixed on a rotatable cross shaft mounted between the frame side sills f 0. An' operating lever lll isllx'ed to the shaft 90 and a link-connects such lever withabellcrank lever 93 mounted on the dash. -Another link 9.4 'connects this bell 'crank'lever with al second bell crank lever 95 which is mount` ed on-.thedash above the rst bell crank leter. An operating, rod 86 extends through the dash' 96','within' grasp of the driver of the vehicle-and is connected to the bell cranklever 95 so that,` upon reciprocation, the link between the bell crank leve1 95 and the arms 8 ofthe front shock absorbers wilLbe moved to turn the shaft1l.4 The flu'id-` flow throughpassage '53 'is thus regu` latedl togvary the resistance-to vertical movement of' thewheel supporting structures and the frame 4 relatively. Such mechanismds commonly known as the Pride control for motor vehicles.

is deceleratlng, thev valves 54 will be turned so "that flow between the passage 4,4 and the passages 52 and 53 isfsubstantially cut oi. With' the present type of suspension mechanism, there .is considerable resiliency at the front end of the vehicle which results in the frame divingjdownwardlyI toward the front whe'el supporting structures when4 the brakes are applied. Through lmeans o'f the `control valves-54,i,the shock .abl sorber resistance will be made such as vto substantially eliminate this diving, there being provision ,made for relief-1` in the shock absorbers in case` extraordinary pressure is developed therein due tofI the wheels encountering asharpunevenness in the road while the valves 54 are closed. Each l ofthe road wheels is equipped with a-brakefdruml as indicated at 91, and within each of these drums is a conventional type of expanding and contract ing band 98 controlled, by a'cam member, as in.

dicated ,at 99.d 'I'hese cam control rnr'nbers are mounted on shafts |00 which have arms llllt'ex-f tendingltherefrom connected with brake rods |02. The. front and rear brake rods at each side f`of the vehicle are connected to a' lever |03 lixed'f on a rotatable cross shaft |04 'carried'by the side sills of the main frame. A pedal |0r5`is mounted on a shaft |06 y'carried by one of the side sills 'and link |01 connects the pedal with arm losnxed on-shaft'l04 and 'a spring ||'2 connected.- to the pedal and a side slll manually maintains the brake mechanism in released position. InAFig.j1 the a -|09 of an inertia member |I0 is fixed on the e tending nend 5 5 of. each'front/shock absorber `valve 54. A coil spring is connected witheach inertia member and'with the front cross frame y member Il. forwardly when thevehlcle is decelerating and such movement will rotate the valves 54 and cut of! communication between the passage 44 and the passages 52 and 53 's that the front shock absorbers thereby become substantially rigid v'units'- which will prevent deection`of'the springs` and diving of therfront end of the body. The springs The inertia. members will swing will returnthe inertia members to aiposition `lwhereby the valves 54 will establlshcommunica-4 k,ti'on'between the passage 44 a'ndthe passages 52 and 53 in each shock absorber when vehicle decelerationceases.

t In the modified form of automatic means shown in Fig. 3, the ends 55 of the valves valve control 54 in 'th'e front shock absorbers each have a rock lever ||2` fixed thereto. uch rock levers are .preferably co-axial and. are provided at their adjacent ends with links I3 between which is fixed a shaft I|4 carrying a weighted roller |5. A

housing ||6 is secured tothe front cross frame member and encloses the weighted roller, the

sides of l-such ycasing having. slots ||1 therein through which the shaft ||4 extends and vis guided. Coil springs Y|||l are connected at one. endto the front cross frame member and at the' other, end to the rocklevers.v Upon deceleration ofthe vehicle due to application of the brakes or' other causeautheinertia member l|| 5 moves forwardly in the casing carrying the shaft ||4 therewith .Band this movement of theb shaft will'A swing the rock levers||2 therewith through 4the connecting links H3. Such movement of the'4 rock levers will ltransmit similar movement y to the associated valves 54 and will move themin -.a directonnsuch that the slot 51 in eachjvalve member Ais `turned tocut of!l flow between the passage 44 and the passages 52 and 53 and,un

vder such circumstance, the front shock absorbers beeemesupstantieuy'rigie unitswhlen resist any rorrelative vertical movement between the frame and the wheel carriers. When deceleration ceases, then the springs II8 will return the rocklevers to the position shown in Fig.' 3 whereupon the associated valves will permit ow between the passage 44 and the passages 52 and 53 in each of the front shock'absorbers.

It will be seen that I have provided automatic control mechanism for shock absorbers which is eilective during vehicle decelerationto restrict uid ilow in the shock absorbers. By means of such automatic control, there will befno diving of the forward end of the body toward ythe wheel carriers when the vehicle is decelerating due to application of the brakes or other causes and therefore steering will not be dangerous at such I time and the riding comfort of'the passengers will be materially improved.

Although the invention has been described in connection with a specific embodiment, the principles involved are susceptible of numerous other applications which will readily skilled inY the art. The invention is therefore to be limited only as indicated by the scope of the appended claims.

What I claimis:

1. In a road vehicle, the combination with a iluid shock absorber flow control valve, of actuator means for the valve comprising spring means to normally hold the valve open, and inertia means, said inertia means being effective during. vehicle deceleration to move the valve in a direction to vreduce the ilow thereby. g

2. In a road vehicle, a suspension system comprising a pair of fluid shock absorbers, a valve member in eachshock absorber controllinguid ilow therein, means connecting said valve members to cause their similar and simultaneous movement, inertia means associated with said connecting means and eil'ective during vehicle deceleration to cause adjustment of the Valves in a closing direction, and spring means associated with said connecting means opposing .movement thereof by said inertia means.

3. In a roa`d vehicle, the combination with a n cc'ur to personsA shock absorber having ow control means associated therewith, of actuator mechanism con- ,nected to said control means comprising an in.

' means therein, of means normally holding said checking means in wide open relation, and means eifective only during deceleration of the vehicle for moving said checking means toward closed position.

5.'-In a road vehicle suspension system, a pair of oppositely disposed shock absorbers each having a valve therein for controlling fluidk ow, anv

actuator for each of said valves, means normally holding'said actuator in a relation to fully open said valves, and means effective during deceleration of the vehicle to move said'actuators simultaneously in a direction to close said valves.

6. In a road vehicle suspension system, a pair of oppositely disposed uid shock absorbers each rhaving a valve therein for controlling iluld flow,

an actuator associated with each valve, a spring connected with each actuator to' normally hold the same in a relation to fully 'open said valves, and

an inertia member connected to simultaneously operate said actuators upon deceleration of the vehicle.

' '7. In a road vehicle, a suspension system comprising a pair of oppositely disposed iluid shock absorbers each having a valve member therein,l

for controlling fluid flow, an actuator for each valve, a weighted roller intermediate saidactuators, connecting means between said roller and said actuators. and spring means associated/with said actuators to normally hold them in a relation tol maintain said valves in open' position, said weighted roller being moved upon deceleration ot,

the vehicle to transmit motion to said actuator in valve closing direction. i CLYDE R. PATON. 

